Emergency train-stopping mechanism



B.-GWATK|N, V. E.,RANDALL AND W. E. WHITE. EMERGENCY TRAIN STOPPINGMECHANISM. APPLICATION FILED JAN. 9, 1917.

1,355,329. I Patented Oct. 12, 1920.

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m T NESSES I INVENTORS.

B. GWATKIN, V. E. RANDALL AND W. E. WHITE.

EMERGENCY TRAIN STOPPING MECHANISM. APPLICATION FILED m4. 9, 1911.

. Patented 05a 12,1920.

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WITNESSES. J N Vela/Tons I w-zL 6Q%?Z QZZM WM;

UNITED STATES PATENT OFFICE- BENJAMIN GWATKIN AND VICTOR E. RANDALL, OFBATTLE OREEK, AND WILSON E.

WHITE, 0F DETROIT, MICHIGAN.

' EMERGENCY TRAIN-STOPPING MECHANISM.

Specification of Letters Patent. Patented O t. 1920i Application filedJanuary 9, 1917. Serial No. 141,484.

T 0 all whom it may concern:

Be it known that we, BENJAMIN GWATKIN and VIoToR E. RANDALL, citizens ofthe United States, residing at Battle Creek, in the county of Calhounand State of Michigan, and l/VILSON E. WHITE, of Detroit, in the countyof Wayne and State of Michigan, have invented certain new and usefulImprovements in Emergency Train-Stopping Mechanism, of which thefollowing is a specification.

This invention relates to emergency train stopping mechanism by which amoving train may be brought to a standstill through external meanswholly outside of the action of an engineer, fireman or train operative.

If through illness, accident or oversight of an engineer, an order toslacken orstop atrain under his charge has been violated,

serious consequences and oftentimes greatloss of life and destruction ofproperty has resulted.v The present invention has chief among itsobjects the avoidance of such catastrophes, and to provide means wherebya train may be brought to a standstill without injury to the rollingstock and wholly independent of any action at the hands of a trainman.Gther objects are, to provide a mechanism for the purpose where by thebrakes to both theengine and train may be applied through devices on theengine that will cut into the air-brake system and throttle the engineat one and the same time by means of local external apparatus either tothe outside or between the rails over which the train passes; wherebythe throttle valve mechanism may be operated withoutmolesting theengineers hand lever; whereby the mechanism willbe comparatively simpleand compact, economical to manufacture, durable and positive inoperation, and capable of being'installed on engines not especiallydesigned for the purpose. With these and other objects in view, theinvention consists in certain arrangement and combination of parts, aswill be hereinafter more fully set forth and described.

In the drawings forming a part of the specification, Figure l is a rearview ofa locomotive with our improved train stopping mechanism and astationary lever operated stop set to intercept and operate saidmechanism, the engine being represented as moving in a forwarddirection.

Fig. 2 is a broken side View of an engine with the train stoppingmechanism, and a stationary lever operated stop set to intercept andoperate said mechanism, the engine. being represented as moving in aforward direction.

Fig. 3 is a detail front elevation of the automatic mechanism forthrottling the 1' steam and cutting into the train air brake pipeservlce.

F 4; is a side elevation of the same.

Flg. 5 is a plan view of Fig. 3 on the dotted line it.

In the drawings, like marks of reference refer to corresponding parts inthe different views in which A, represents a locomotive; B, 1ts cab; C,the roadbed, including its cross ties and rails; D, a stationary lever'operated stop fitted between the ties of the road bed, the same beingset to intercept the crank E of the mechanism attached to v thelocomotive for-operating the train stopping mechanism proper.

The stop D, as herein shown, may be controlled from a source at adistance from which it is operated, or'in combination with a semaphore,switch or other device, and, again, it might be simply a portable stopsuch as is set forth and described in the application for Letters Patent#92862 of April 2, 1916.

F, represents the customary engineers valve through which air issupplied in the usual manner from storage tank, as G, from a pump H, and1, 1, represent the air train brake pipes leading from the engineto thetrain for operating the brake service of said sion of steam through thepipe 5, as will be hereinafter more fully described. I

Pivoted to one side of the piston rod 6 on an extension 7 of the bracketof the 7 pin. 10.

with said vent.

brackets 30, a rock-shaft 31 is fitted.

mechanism and crossing said rod in a hori zontal direct on, is the.engineers throttle operating lever 8. This lever is controlled with alatch and quadrant by the engineer in the ordinary manner for operatingan engine under normal conditions, the latch and quadrant not beingshown. At a point on the lever 8' between its pivotal connec tion 11 andthe rod 6, the throttle valve rod 9 is attached by means of aforked-topped The pin 11' on which'the throttle lever 8 hinges has aforked lower extremity 11 be tween the prongs of which a goose=necklever 12' is pivoted on a pin Z, the upper curved extremity of whichoverhangs the forked pin 10 to which it isconnected by a link 13, anextension 14 having a friction roller 15 at its extremityforming a partbelow the goose-neck portion aforesaid.

The piston rod 6' has a transversely-disposed race 16 upon which theroller 15 is adapted to rest, the roller in connection with a guidefinger 17 extending below the race 16, preventing the lever 12fromvertical dis:

placement with said race, yet permitting the throttle lever 8 and arm 12free lateral movement with respect to the piston rod' 6.

The throttle valve rod 9 to one side of its pivotal connection with thelever 8 forms a yoke 18. This yoke straddles a flattened guide 19 fittedto or forming a part of the piston rod 6, the guide having a taperingedge 21 slanting from its top downwardly toward the locomotive boiler,thence terminating vertically. The tapering surface of the guide 21 issuch that its contact with the yoke 18 will move the throttle rod andclose the valve of an engine when the piston rod 6 is moved sufficientlyupward.

A stem 22 having a longitudinal slot 23 forms a terminal of the pistonrod '6. This stem operates through a chamber 25 in a bracket from whichchamber one or more tubes connect with the train air brake pipes 1. Theupper end of the chamber 25 is screw-threaded and fitted with acorrespondingly screw-threaded air escape plug 26, verchamber 25 aboutthe rod both above and below the bracket by means of gasket packings 27and 28, respectively, when the rod 22 is in normal positionas shown, butcapableof permitting air to escape through the vent 29 in the plug 26when the rod 22 is elevated to permit'the slot 23 to register from theengine frame by This Suspended shaft carries a double crank E, the lowerarm of which hangs below the rock-shaft 31, and it is arranged to engagethe upturned arm 32 of the stop D when the latter is elevated, whetherthe engine is going forward arm 32 is elevated, the crank E willoperatethe valve 34 and provide a passage p'ermit ting steam to flow from theengine boiler into the cylinder 1 and cause its piston to move upwardly.As will be obvious, an upward movement of the piston 6 audits-race 16will by means of the friction roller 15 and its arm 14 cause thegoose-neck arm 12 to swing upwardly on its pivot 11 and cause the link13 to rais e'the throttle rod pin 10 and release the throttle rod fromthe engineers lever 8.

The arrangement of the parts is such that immediately following thelifting of the pin 10 from the 'engineers lever 8, the taperingfacedguide 21 will cause the throttle rod 9 to move inwardly and close theengine valve, and immediately upon closing the engine valve to. stop theengine by cutting off the steam supply. The stem 22 of the piston rod 6,will, through the aforesaid process, have raised sufiiciently highwithin the apertured plug 26 to permit the slot 23to regis-. ter withthe vent 29 in the plug 26 and per mit the air in the train pipes l, 1,to flow through the lead pipes 23 and'24i and cham ber 25, and escape bymeans of'the slot 23 and the vent 29 when the stem 22 has beensufiiciently elevated to register the aforesaid openings and-cause thebrakes on both the engine and train to be set through means of a triplefvalve system in such manner as would be the case should a leak occur inthe train service pipes and the train be brought to a standstill throughthe operation of the mechanism as set'forth. I

To enable a train to proceed, the parts of necessity are restored totheir former-position, which can be readily accomplished by turning thecrank E to its normal position,

. (a process which ordinarily makes it necessary for the engineer orsome train operative to dismount from the locomotive), after which thepin 10 maybe passed through the valve rod and the engineers lever 8.

It wouldbe obvious that in lieu of em ploying' steam to actuate thepiston inthe cylinder 4, compressed air would answer as well for thepurpose, an object in employing the steam'being to afford means forthrottling an engine bymeans of its own motive" force in the absence ofcompressed air, which is not available under every circumstance. Thepiston having been operated either through the means of steam orcompressed air, as aforesaid, may be restored to its normal position byreleasing compression in said cylinder through the medium of an escapepipe 50 having a vent sufiiclently small to permit the pressure in thecylinder to actuate the piston and afterward to be gradually releasedthrough said pipe, or the pi e may be under the control of a pet cock.

Ve are aware that certain details of construction could be resorted towithout departing from or sacrificing the spirit of our invention, andwe reserve the right to arrange and construct the various elements inany manner compatible with the intent and scope of our invention.

Having, therefore, described our invention, what we claim as new anddesire to secure by Letters Patent, is:

1. In a device of the class set forth, the combination with a locomotiveand a stopping device fitted near the rails over which the locomotivepasses, a rock-arm fitted to the locomotive in alinement and arranged toengage said stopping device, a cylinder mounted on said locomotive, apiston rod operative from within said cylinder, a valve to control themotive force that actuates said piston rod, meansconnecting saidrock-arm with said valve whereby said valve may be operated from saidI'OCLQIHI when in engagement with said stopping device, means fordisconnecting the throttle valve lever from the throttle valve rod, andmeans for closing the throttle valve by an upward movement of saidpiston rod subsequent to means for disconnecting the throttle valvelever from the throttle valve rod.

Ina device of the class set forth, the combination with the locomotive,a throttle valve and valve rod, the engineers lever for operating thevalve rod, the air brake system of said locomotive and a track devicefor engaging train stopping mechanism on said locomotive, of a cylindermounted on said locomotive, a piston rod operative from within saidcylinder, a valve to control the motive force for operating said pistonrod from within said cylinder, means to actuate said valve by engagingsaid track device,-

means on said piston rod for disconnecting the engineers lever from saidthrottle valve rod, and means on said piston rod for moving saidthrottle valve lever to close said throttle valve by an upward strokemovement of said piston rod subsequent to disconnecting said throttlevalve lever from said throttle valve rod, and means for operating saidair brake system by said piston rod subsequent to said means fordisconnesting the engineers lever from said throttle valve rod.

3. In a device of the class set forth, the combination with alocomotive, its throttle valve and throttle valve rod, the engineerslever pivoted to said rod for operating said valve, the air brake systemof the locomotive, and a track device for engaging train stoppingmechanism on said locomotive, of a cylinder fitted to said locomotive, apiston rod operative from within said cylinder, means to actuate saidpiston rod wholly outside of any action of a locomotive attendant, saidpiston rod extending from said cylinder to one side of said throttlevalve rod, an arm pivotally mounted to one side of said throttle valverod and extending above the pivotal connection with said engineerslever,

a link connecting said arm with said pivotal 7 connection, means forelevating said arm and releasing said pivotal pin by an upward movementof said piston rod, and means to push in said valve rod and close saidvalve subsequent'to releasing said pivotal pin, the same to beautomatically accomplished by the upward movement of said piston rod.

4. In a device of the. class set forth, the combination with thelocomotive, a throttle valve and valve rod, the engineers lever foroperating the valve rod, the air brake system of said locomotive and atrack device for engaging train stopping mechanism on said locomotive,of .a cylinder mounted on said locomotive, a piston rod operative fromwithin said cylinder, means to actuate said valve by engaging said trackdevice, an arm pivotally suspended from the pivotal pin of saidengineers lever, a link suspended from the opposite end of said arm andpivotally connected with the pin connecting the throttle valve with theengineers lever, means for elevating said arm and releasing the pinconnecting the throttle valve rod by an upward movement of saidpistonrod, and means 'to push in said valve rod and close said valvesubsequent to releasing the pin connecting the throttle valve rod, asand for the purpose set forth.

5. In a device of the class set forth, the combination with thelocomotive, a throttle valve and valve rod, the engine ers lever foroperating the valve rod, the air brake system of said locomotive and atrack device for engaging train stopping mechanism on said locomotive,of a cylinder mounted on said locomotive, a motive induction pipeleading to said cylinder, a valve controlling the motive element throughsaid pipe to said cylinder, a rock arm extending from said valve, a rockshaft journaled to said locomotive, a rock arm extending from said shaftadapted to engage said track device, a connecting rod connecting therock arm extending from said valve with the rocl arm of said rock shaftwhereby when said track device is engaged by the one said valve will beopened, a piston operative from within said cylinder by said motiveelement, an arm pivotally suspended from the pivotal pin of saidengineers lever, a link suspended from the opposite end of said arm andpivotally connected with thepin eonncctingthe throttle valverod withsaid engineers lever, a transverse race on said pis ton, means extendingfrom said arm engaging said race whereby. said arm may be movedlaterally along said race. by the oper ation of said engineers lev saidrace adapted to lift. sa d arm by an upwar movement of said pistonandlift said pin connect ng said thro le. v lve rod With. sa d g n levemeans to close said throttle valve by an upward movement of said pisn sus quent to disengag ng the. p n. c nnectmg said throttle valve rod fromsaid en- V glneer s lever, and means to operate sa d air leading to saidcylinder, a valvefor' con trolling the motive element through said pipe"to said cylinder, means forfoperating said'valve Wholly independent ofthe initiative of a locomotive or other attendant,

.means to disconnect said engineers lever from saiditlnfottle valve rodby an upward movement ol'- said piston rod antecedent to means, forclosing said throttle valve by an upward movement of sa d plston rod,and,

means to operate said air brake. system subsequent to closing saidthrottle valve, for the purpose set forth.

7. In a device of the class set forth, the

combination with the air brake system or" a locomotive, the engineerslever. throttle valverod and the throttle valve, of a cylingoos -necklever engaging said horizontal race whereby said race. will permit said.

goose-neck lever to have lateral sway in the operation of said-enginecrslever with said throttle, but will lift the pin connecting said ngineerslever with said throttle valve rod by an upwardmovement of said pistonrod, said tapering guide adapted to push in on said yoke striding saidguide and close said throttle valve subsequent 'to lifting saidgoose-neck lever and said link and disengaging said pin connecting saidengineers lever with said throttle valve rod, and means to operate saidair brake system of said locomotive subsequent to closing said throttlevalve, substantially as and for the purpose set forth.

Detroit, Mich, Dec. 27 1916, BENJAMIN GWATKIN. VICTOR E. RANDALL.Witnesses V r H. F. WINGATE, F. H. WINGATE;

I WVILSON E. WHITE.

Witnesses Rrormnp W. BUTLER, B. L. SMITH.

said piston rod, roller and a linger on said 7

